Railway-traffic-controlling apparatus



Nov. 11 Q 1924.

J. P. COLEMAN RAILWAY TRAFFIC GONTROLLING APPARTUS Filed Aug. 24. 1923 2 Sheets-Sheet l I INVENTOR.

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Patented Nov. 11, 1924.

' inane J P. COLEMAN, 02E EDGEWOOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO; THE

UNION- `SW'JClI VSl'G'lYl'AL COMPANY, OF SWISSVALE, PENNSYLVANIA, A QORORA- TION OE' PENNSYLVANIA.

BAILVfAY-TRAFFIG-CONTROLLING APPARATUS.

Application iled August 24, 1923. Serial N'o. 659,115..

To all whom n may concern.'

Be it known that l, Jol-IN l. CoLEMAN, a citizen ot' the United States, residing at Edgewood Borough, in the county of Alleghe-ny and State ot Pennsylvania, have invented certain new and useful Improvements in Railway-Trattic-Controlling Apparatus, of which the following is a specitication.

My :invention relates to railway tratlic controlling apparatus operated by fluid pressure, and particularly to apparatus tor the control of tralhc governing devices such as switches and the like.

lts object is to restore pressure to the apparatus should the device improperly assumel a position inconsistent with safe y and independently of its normal controlling mechanism, without the necessity as heretofore of unlocking the medium bywhich operation is normal accomplished.

'Brieliy the object is to restore by pressure to its original position a trallic controlling device that has shifted from causes extraneous to its normalA controlling mechanism and without action ot any' parts of such mechanism.

l will describe one form of apparatus embodying my invention, and will' then point out the novel features thereot'in claims.

ln the accompanying drawings, Fig. y1 is a view showing a railway switch having applied thereto, one term oioperating mechanism embodyingv my invention. Fig. 2 is a. sectional view of the valve apparatus showny inv Fig. 1 and embodying my invention.v Fig. 3 is a. sectional view ot'I a part of the valve mechanism along the line III- I'lli ot 2looking in the direction of the arrows.

Similar reference characters refer to similar parts in each of the three views.

Referring lirst to Fig. 1, the reference character A. designates a' railway traii'ic controlling device which as here shown is a railway switch. This switch is operated by a Huid pressure motor B which motor is controlled by a main electro-magnetically controlled valve apparatus C and an auxiliary valve apparatus K.

The motor B, as here shown, comprises a cylinder 61 and a piston 62 operable therein. The piston 62 is operatively connected with the movable ral-ils ot switch A through the medium oi some suitable form ot switch mechanism, comprising, as here shown', ay bar 2 moved longitudinally by thefpiston (i2, an alligator jaw 3` operated by a. stud. G3 o-n the bar 2, and' barili operatively connected with the alligator jaw and also connected with the switch rails.

Referring now to Figs. 2 and 3', the valve apparatus C comprises' a valve body 5 provided with a valve chamber 10 in which is located a slide valve 12' which reciprocates in suitable guides on a valve sea-t 11. The valve seat 11 is provided with three ports 13, 14 and A15 ot which portl communicates directly with atmosphere and' ports 14 and 15 communicate respectively with the lett land and the right hand ends ot cylinder 61 by means of pipes 14e."l and 15 as shown in Fig. 1. The slide valve 12l is ol" the susual D-valve type having a recess 18 so that when the valvel is in one` extreme position, as shown in Figs. 2 and 3, it connects the right hand end otfr cylinder 61 with atmosphere andthe lett. hand end with valve chamber 10, whereas when the valve is in the other extreme positionit! connects the rig-ht hand end ot cylinder 61 with chamber 10 and' the lett hand end with atmosphere.

rlhe valve body 5 is provided with another chamber 21 to which fluidlpressure, usually air, is constantly supplied' from la suitable source through inlet 25. llluid pressure is times supplied from' the chamber' 21 to valve chamber 10through valve 22 which is biased` to the closed position by a' spring 23 and by the action of the fluid pressure in chamber 21 on the bach of this valve. The valve 22 is provided with a stem 24- which extends into'va-lve chamber 10 and by means of which the valve may be opened at times as' willhereinatt'er be explained.

The valve body 5 provided with a cylinder 33 in which a piston is adapted to reciprocate. Fluid pressure is supplied to the outer end of cylinder 33 from chamber 21 through ports 2'!" and 27a and the supply is controlled by a valve device 29 which in turn is governed' by an electro-magnet 30, hereinafter termed the lock magnet. The valve device 29 connects'port 27u and` hence cylinder with atmosphere through opening 31, or with chamber 2l thro'ugliport 2'4" according` as the lock magneti is' cle-.en-

ergized or energized, respectively. Piston 35 is provided with a piston rod 35a which passes through a cylindrical opening in the valve body 5 and into chamber l0 where it is operatively connected with a reciprocable plate 39 by means of a button Ll0 on the end of the piston rod 35 and liaw formed in the end of the plate. rllhis plate 39 moves transversely to the direction ot movement of the slide valve l2 and performs two functions, viz, to operate valve 22 and to mechanically lock slide valve l2.

Considering the locking function lirst, the upper surface of the slide valve is provided with three spaced transverse lugs el, 4-2 and thus providing slots into which passes a tongue 16 formed on the under side of plate 39. When the slide valve is in either extreme position the tongue 16 may pass into one or the. other of the slots on the valve and so loclr the valve in the position which it occupies, as shown best in 3. l/Vhen, however, the piston 35 is moved by the admission of fluid pressure to cylinder 33, it moves plate 39 so that the tongue l@ is withdrawn from the slots in the slide valve whereupon the valve is free to be reversed. The other function of this plate, namely, the opening of valve 22, is performed by the same movement 0f this plate by the piston 35, and is accomplished merely through the engagement of the stem 24 by the end or' the plate 39.

l/Vhen the lock magnet is cle-energized so that the outer end of cylinder` 33 is connected with atmosphere through port 27 and port 31, the action of fluid pressure in chamber l0 on piston rod 35a moves the piston 35 outwardly and the button .4:0 in turn moves plate 39 into the locking position, thus allowing valve 22 to seat. rlhis movement is assisted by the action of spring 23 on valve 22 and so on plate 39. The action of spring 23 and fluid pressure in chamber 2l the-n holds valve 22 in the closed position and plate 39 in the locking position and so prevents accidental shifting of slide valve 12. rThe area of piston 35 is such however, that when fluid pressure is `admitted against it through port 27a by the energization of magnet 30, this pressure overbalances the combined vforces ot' spring 23 and air pressure acting on valve so 'that plate 39 is then moved to the unlocking position, thus admitting fluid pressure to chamber l0. Pla-te 39 and valve 22 are restored to normal again upon the subsequent release of pressure from piston 35, by action of the pressure in chamber l0 against the smaller area. of that piston designated as 35a which allows the valve 22 to again seat.

The slide valve l2 is reciprocated by a fluid pressure motor device constructed as follows: ln the valve body 5 are two axially le and 45 in which are aligned cylinders 46a, respectively.

located pistons 4G and Rigidly, connected with piston i6 is a rod 41T and with piston 46a similar rod a8, which rods pass through suitable stufling boxes in the valve body and abut against ends of the slide valve l2. .lt will be clear, therefore, that when the slide valve is unlocked, it may be reciprocated by supplying fluid pressure alternately to cylinders 44 and '.lhe supply of fluid pressure for these cylinders is preferably taken from chamber lO, Cylinder le is connected with this chamber by ports 49 and 49a, and the supply oit fluid pressure to this cylinder is controlled 'by a valve device 53 which is in turn governed by an electro-magnet 5l. Similarly, cylinder fir-5 is supplied by ports 50 and 50a and the supply is controlled by a valve device 54 governed by an electromagnet 52. rlhe. arrangement of' each valve device 53 and 54e, and its corresponding magnet. is such that when the magnet is de-energized the corresponding cylinder is connected with atmosphere through a port 'i7 or 17a, respectively, and that when the magnet is energized the corresponding cylinder is disconnected from atmosphere and is connected with valve chamber l0.

Referring now to Fig. l, l have here shown one form and arrangement of circuits and conductors for the control of the valve device shown in Figs. 2 and 3. The electromagnets 30, 5l and 52are governed by a contact 57 operated by a manually oper able lever 56, which lever may be one of a plurality of such levers contained in an in terlocling machine. lt is understood that in practice suitable indication apparatus would be employed for controlling movements of the lever in accordance with movement of the switch it, but in this view l have omitted the indication apparatus for purposes of simplicity and as not forming partof the present invent-ion.

llVhen the switch A. occupies the position in which it is shown in Fig. l, (which position l will herein `term the normal position), and the Contact 57 occupies the corresponding eirtreme position of its stroke in engage-ment with plate 57a as shown in Yfull lines in 1Fig. l, magnet 5l (the normal magnet) is energized from battery 64I, and the other two magiets are cle-energized. The circuits for these magnets will be obvious from the drawing and consequenthv need not be traced in detail. Magnet 5l being energized, Cylinder 44 is connected with valve chamber l() by valve 53, but fluid pressure is not supplied to this cylinder because valve 22 between chambers 2l and l0 is closed, due to the fact that the lock inagnet 3() is cle-energized. The reverse magnet is of course cle-energized. The slide valve l2 is locked in its extreme right hand fil) engagement with yboth plates 57b and 57.

During this movement off the. lever the circuit Jfor lock magnet is first closed at contact 57, and then the circuit :for reverse magnet 52 is closed at contact 57", the circuit for normal magnet 5l being o-pened of course as contact 57 leaves plate 57a. rllhe ene-rgization of magnet 30 causes the admission of iluid pressure from chamber 2l` to cylinder 83, thereby causing movement of piston to unlock'the slide valve l2 and open valve 22, as hereinbefore explained. The opening of valve 22 admits fluid pressure to chamber lO, and magnet 52 being energized, valve 54 admits fluid pressure trom chambr lO to cylinder so that the slide valve l2 isshifted to the lett. The movement is not impeded by pressure in cylinder 44 because the de-energization of magnet 5l causes this cylinder to be connected wit-h atmosphere by valve 53. The reversal of slide valve l2 causes the admission ot fluid pressure. to the right hand end of cylinder 6l, through ports l5 and v15a so that switch A is then moved to the reverse position through'the medium of the switch operating mechanism. llVhen the movement of the switch is complete and the switch has been properly locked, the lever 56 in the interlocking machine is released by the indication apparatus not shown, and

its movement to the rig-ht may be completed, thus opening thel circuit for lock magnet 30. rlhe de-energization of the lock magnet- 30 causes cylinder 33 to be disconnected' `trom the source ot Huid pressure and opened to atmosphere, whereupon valve 22 becomes closed andthe slide'valve l2 locked in its extreme lett hard position. All parts of the appartus are thus disconnected from the source of fluid pressure except chamber 2l and port 27.

The operation of the apparatus Jfor movement ot'switch A from its reverse toits normal position is similar to the operation just explained. y

The valve apparatus K shown in detail in F ig. 2 comprises a valve body 70 provided with a.` chamber 82. Communicating with this chamber is a socket 7l adapted to receive a reciprocable plunger 72 operatively connected with the switch mechanism through the medium of bar 2. The v alve body is also provided with a chamber 7 6 which is constantly sup-plied withlluid pressure from a suitable source, not shown in' the drawing, through pipe 2759. In pl'atie, pipes 25` and' 252L would 'usual-ly be connected;

to the same source of fluidpressure. Fliuid: pressure is at times admitted trom Acham-bier 76 to chamber l0 of' valve apparatusf.C.l by

means of port 77 and' pipe 8L. Thissupplyis controlled by a valve device 7 3 operatively connected with a stem 73a projecting into` chamber 82 and provided at its free endwith a roller adapted to engage the st iriace of plunger 72. This plunger is provided with two spaced depressions y72mv andi 72;? soJ disposed that when the switch A is locked in. the

normal position, as shown inthe drawing-5 roller 80 on valve stem 7 3a entersdepression 72b, and when the switch Ais locked 7in= its.

reversed position, roller 80 enters depression: 72a. If, however, the switch occupies'any except its two extreme positions and isxn'ot eifectively locked the roller 80 engages the surface of plunger 2. The valve 73 constantly urged toward plunger 72byja spring lOQ.` Vlhen the roller 80' occupies'eitherl depression 72* or 72b, valve' 73'is closed but when roller 80 is movedout ot'these depressions by movement of* plunger 72, valve is opened and fluid pressure is admitted? toA chamber l0. A check valve 78 is arranged to prevent the escape ot' Huid" pressure 'from pipe 8l back into the valve l'during preliminary unlocking ofthe valve il by net 30 and piston 35. This valve is biased to its closed position by'means of' a spring 79. Y

If switch A has been set and locked inone ot' its extreme positions such as its. normal position, as explained hereinbefore, plunger 72 will occupy the position shown in the drawing. Under these 'conditions roller 8O n is seated in depression 72b, valve Z3-iis closed and Huid' pressure iscut offf from all parte of valve K except chamber 76. It now, the switch A is displaced from its proper position by some means other than propermanipulat-ion of lever 56 in the interlocking machine, as for example by malicious tainpering, the corresponding movement of plunger 72 displaces roller 480"and causes valve 73k to open, thus admitting fluid pressure to; chamber l0. Slide valve lf2 beingin its normal position, Huid pressure is therefore applied to the lett hand endet' cylinder 61 thus positively restoringl the switch to its normal posiT tion, whereupon valve 7 is again rclosed and iuid'pressure is disconnected-'from chamber lO. j

Gperation of the apparatus when the switch is set and locked' in its reverse position is similar to that just explained fort-he normal position except'that roller .then enters depression 72a.

@ne feature of the apparatus hereinbefore described is that if the 'switch isiimproperly operated' it will" be restored' to itsfproper position without unlocking the valvev lll) Il l) Ll (l lill paratus C, and this restoring operation will take effect automatically and without manipulation of lever 56.

Another feature of' the invention is that after the restoring means have operated to move the switch back into its proper position the fluid pressure employed for this is automatically arrested from further affecting the apparatus.

Although I have herein shown and described only one form of railway traflic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made. therein within the scope of the appended claims, without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

l. In combination, a railway traliic controlling device, a fluid pressure motor for operating such device, a valve chamber, a valve operating in said chamber to control said motor, manually controlled means for supplying fluid pressure to said chamber', and other means responsive to the position of said railway traffic controlling device for automatically supplying fluid pressure directly to said chamber.

2. In combination, a railway trailic controlling device, a fluid pressure motor for operating such device, manually controlled means for supplying fluid pressure to said motor, and other means responsive to the condition of said device for automatically supplying fluid pressure directly to said motor.

3. In combination, a railway traffic controlling device, a motor for operating said device, manually controlled means for supplying operating energy to said motor, and other means controlled by the position of said device for independently supplying substantially the same amount of operating energy to said motor.

4. In combination, a railway switch, a motor for moving said switch to normal and reverse positions, manually controlled means for supplying operating energy to said motor, and other means controlled by the position of said switch for independently supplying operating energy to said motor.

5. In combination, a railway traffic controlling device, a fluid pressure motor for operating said device, a chamber, means for supplying fluid pressure from said chamber to said motor, manually controlled means for disconnecting fluid pressure from said chamber, and other means responsive to the condition of said device, for at times supplying fluid pressure directly to said chamber.

6.In combination, a railway traflic controlling device, a fluid pressure motor for operating such device, normal means for supplying pressure to said motor, and other means responsive to the conditions of said device for independently supplying fluid pressure to said motor.

i7. In combination, a railway traffic controlling device, a fluid pressure motor for operating such device, normal means for supplying fluid pressure to said motor, and a valve controlled by such device for independently supplying fluid pressure to said motor.

8. In combination, a railway trafiic controlling device, a fluid pressure motor for operating said device, electrically controlled means for supplying fluid pressure to said motor, and mechanical means governed by the posit-ion of said device for independently supplying fluid pressure to said motor.

9. In combination, a railway traflic coutrolling device, a motor 'for operatinc said device, normal means 'for supplying energy to said motor, and other means governed by the position of said device for independently supplying substantially the same amount of energy to said motor.

l0. In combination, a railway traffic controlling device, a fluid pressure motor for operating such device, means for supplying fluid pressure to said motor, a valve operated by such device for at times independently supplying fluid pressure to said motor, and a check valve interposed between said valve and said motor.

1l. In combination, a railway switch, a motor for moving said switch to normal and reverse positions, means including a manually operable lever having normal and reverse positions for controlling the supply of operating energy to said motor, and other means operating when said switch is moved away from the position harmonizing with the position of said lever to supply operating energy independently to said motor to automatically restore the switch to the position harmonizing with said lever.

12. In combination, a railway traffic controlling device, a fluid pressure motor for operating said device, a source of fluid pressure, a chamber, means including a lever for controlling the supply of fluid pressure from said source to said chamber, means for controlling the supply of fluid pressure from said chamber to said motor, und means responsive to the condition of said apparatus for independently supplying fluid pressure to said chamber.

13. In combination, a railway traffic controlling device, a fluid pressure motor for operating said device, a source of fluid pressure, a chamber, means including a lever for controlling the supply of fluid pressure from said source to said chamber, means for controlling the supply of fluid pressure from said chamber to said motor, and a valve in terposed between said chamber and said source `und arranged to be closed only when said device is in proper operative relation to its motor.

14. In combination, n railway traffic oontrolling device, a fluid pressure motor for opera-ting seid device, asource of fluid pressure, a chamber, means including a lever for controlling the supply of fluid pressure from said source to seid chamber, Ineens for controlling the supply of fluid pressure from said chamber to said motor, e valve interposed between said source and said chamber and provided with n stem terminating in a roller, and e plunger operatively connected with said device and having a depression so disposed that When such device is in its proper position said roller enters seid depression thereby permitting closure of said valve.

In testimony whereof I affix my signa- 20 ture.

JOI-IN P. COLEMAN. 

